Shock-absorbing apparatus for landing-carriages of aeroplanes



Patented Mar. 2, 1920.

B SHEETS-SHEET I.

1.]. M. A. E. SCHNEIDER. SHOCK ABSORBING APPARATUS FOR 'LANDING CARRIAGES 0F AEROPLANES APPLICATION FILED JULY 2,1919.

J. I. M. A. E. SCHNEIDER.

SHOCK ABSORBING APPARATUS FOR LANDING CARRIAGES 0F AEROPLANES.

APPLICATION FILED JULY 2. I919.

1,332,764. Patented M11122, 1920.

8 SHEETSSHEET 2.

1.1. M. A. E. SCHNEIDER. SHOCK ABSORBING APPARATUS FOR LANDING CARRIAGES OF AEROPLANES.

APPLICATION FILED JULY 2 Patented Mar. 2, 1920.

8 SHEETSSHEET 3.

1. J. M. A. E. SCHNEIDER. SHOCK ABSORBING APPARATUS FOR LANDING CARRIAGES 0F AEROPLANES. APPLICATION FILED JULY 2.19I9. 1,832,764. Patented Mar. 2,1920.

8 SHEETS-SHEET 4- J. J. M. A. E. SCHNEIDER. v SHOCK ABSORBING APPARATUS FOR LANDING CARRIAGES 0F AEROPLANES.

APPLICATION FILED JULY 2.1919.

1,332,764. Y Patented Mar. 2, 1920.

8 SHEETSSHEET 5.

J. J. M. A. E. SCHNEIDER. SHOCK ABSO RBING APPARATUS FOR LANDING CARRIAGES 0F AEROPLANES APPLICATION FILED JULY 2.1919.

Patented Mar. 2, 1920.

8 SHEETS-SHEET 6.

J. 1. M. A. E. SCHNEIDER.

SHOCK ABSORBING APPARATUS FOR LANDING CARRIAGES OF AEROPLANES. APPLICATION FILED JULY 2.1919.

- 1,332,764. Patented Mar. 2,1920.

8 SHEETSSHEET 7.

W MWW g dbg WWDOJWI q WW 1.]. M. A. E. SCHNEIDER.

' SHOCK ABSORBING APPARATUS FOR LANDING CARRIAGES 0F AEROPLANES.

APPLICATION FILED JULY 2.1919.

1,332,764. Patented Mar. 2,1920.

8 SHEETS-SHEET 8.

W WJMM JEAN JULES MARIE ANTOINE EUGENE SCHNEIDER, OF PAIBIS, FRANCE.

SHOGK-AJBSORBING APPARATUS FOR LANDING-CARRIAGES OF AEROPLANE S.

Specification of Letters Patent.

Patented Mane, 1920.

Application filed July 2, 1919. Serial No. 308,267.

To all whom it may concern: I

Be it known that I, JEAN JULES MARIE ANTOINE EUGENE SCHNEIDER, aresident of Paris, in the Republic of France, have invented a new and useful Improved Shock- Absorbing Apparatus for Landing-Carriages of Aeroplanes, which inventlon is fully set forth in the following specification.

The shock-absorbers for the landing carriages of aeroplanes have hitherto consisted of rubber bands by :means of which the axle of the landing wheels is fastened on a crosspiece carried by a frame projecting from underneath the car or fuselage of the aero plane. 1

Shock-absorbers of that kind are constituted by a continuous band, the two ends of which are attached to the crosspiece supporting the landin axle, after having wound the said ban a very large number of times alternately over the axle and under the saidcrosspiece.

Thatarrangement constitutes a sort of I elastic binding or ligature, and the elasticity of the said ligature is relied uponto allow the aeroplane to execute a downward movement relatively to the landing axle at the time of landing.

7 That known arrangement has-many drawbacks. First, the elasticity of the ligature is necessarily very limited. The elongation of the band occurs almost exclusively at its ends, that is to say, close to its points of attachment to the crosspiece. Moreover, it is necessary to give an initial-tension to the band when winding it around-the landing'axle, and this rmiders the placing of the bandin position very laborious, while as a consequence it is impossible to determine the extension, or more exactly the range of movement between the landing carriage and the aeroplane which is still available at-the instant when the. landing wheels come into contact with the grounda The present invention has for its object to provide an improved shock-absorbing a paratus employing bands or cablesof ru her or the like, but-having none of the drawbacks above referred to.

Accordin to the present invention, the elastic band between the landing carriage axle and the frame fixed to the car orfuse-' lage of the aeroplane, is constituted by a large number of separate elastic elements for which' pointsof attachment are provided on hand may break and such breakage may not ample in the accompanying drawings in ribs or other projections of a crosspiece forming part of the franie. These band elements, the number and length of which may be varied as desired, are preferably divided into groups according to a plurality of planes at right angles to the landing axle. I [t will of course be understood that by mak- 1ng the supports and the attachment ribs of sufficient length, it is possible to arrange a very large number of bands in one and the same plane.

Each band at the time of landing will be able to become elongated independently of the others, and the relatively short elements of the total band will all or almost all 00- operate to moderate the shock. The ele ments of the fractionated elastic band may be mounted without initial tension, because the improved shock-absorbing apparatus comprises according to this invention, a ten- I sioning means which allows of giving to ing to requirements.

In addition to these advantages the improved shockabsorbing apparatus has another extremely important advantage,

namely, one or more elements of. the band can break without the shock-absorbing apparatus being thereby rendered useless, whereas in ordinary shock-absorbers the be visible at the time of examination or inspection of the apparatus, while the band when broken must be replaced as a whole, which necessitates, in addition to the cost, an amount of work which is at least much greater than the work required for replacing one or more separate elements. I

Several practical constructional forms of this invention are" illustrated by way of ex- Figure 1 illustrates a first constructional form, partly in side elevation and partly in longitudinal section along the longitudinal center line of the landing carriage.

Fig. 2 is a cross section on the line IIII. 105

to which are fastened the supports for the 11G attachment of the separate elastic elements of the shock-absorbing apparatus.

Fig. 3 is a cross section similar to Fig. 2 of a first modification,

Figs. 4, 5 and 6 illustrate a second modification.

\Fig. i is a side elevation partly in section along the longitudinal center line of the landing carriage.

Fig. 5 is a corresponding plan.

Fig.6 is a crossv section on the line VIVI of Fig. 4.

Fig. 7 is a diagrammatic elevation of another modification.

Figs. 8 and 9 are respectively diagrammatic longitudinal and end elevations of another modification.

Figs. 10 and 11 show respectively a crosssection and a side elevation of another modification.

In these various figures, A is the axle of the landing carriage carrying at its end the landing wheels B. C is the frame carried by the car or fuselage of the aeroplane; to this frame is attached the girder 'D that is connected elastically to the landing axle.

According tothis invention the axle A is provided with a. series of supports E to which are attached. at their similar ends a series of elastic bands, the other ends of which are attached to parts carried by corresponding ribs F formed or fixed on the girder D.

In the constructional examples shown, the supports E consist of simple metal plates of suitable length slipped upon the landing axle directly or through the medium of a sleeve G (Fig. 3). These metal plates are assembled and secured between collars a (formed or fixed on the landing axle) by bolts 6 extending through said plates and collars and also through the, spacing rings H interposed between the plates.

The ribs F; may be composed of metal plates fixed or welded to the girder D; they may, as shown in Fig. 3, be formed on a casting fixed to the said girder.

The elastic hand between the landing-carriage axle and the frame C comprises a series of rubber elements I corresponding in number to the points of attachment provided on the supports E and the rrbs F. Since the sup-' ports E, as shown in the drawing, are arranged preferably at right angles to theaxis of the landing axle, the points of attachment of the bands I may be grouped along lines parallel to the said axle and provided on a series of rods or long bolts J extending through holes formed in the said su ports. Upon these rods are mounted'thim les or groovedpulleys K. The lower points of attachment instead of being situated directly upon the ribs F, may likewise beprovided on long bolts extending through the said ribs and supported by the latter, these bolts,

like the bolts J, being fitted with thimbles or grooved pulleys M.

4. One of the elements of this screwjack,

namely, the nut N, is situated immediately below with the landing axle A which rests upon it through the medium of rubber ads 01.. The other element of the screw ack, namely the screw 0, is adapted to rotate in a footstep bearing P fixed on the girder D.

. The nut N is held and guided in such a' manner as to prevent it from rotating. This may for instance be effected by two sheet metal uprights N fixed on the girder D between which the facets of a square or rec tangular nut are held against rotation and are adapted to slide.

On turning the screw 0 by means of a key formed by a pin engaged in a hole 0 in the said screw, .the screw can be lowered by causing the nut to take a bearing against the underside of the landing axle. By this means the bands I are tensioned in the direction of the arrows (Fig. 1).

It will be readily understood that in the case of -a landing, the girder D having a. tendency to move toward the ground, all the bands I will have a tendency to stretch and can in effect become stretched to absorb the shock of the landing.

' Should any one of the bands break, it will be readily ap arent on inspection of the apparatus and t e broken band can be rapidly and cheaply replaced.

It is preferredto cover the whole of the supports E by metal plate E The entire shock-absorbing device constructed as above described, may be made 1 very long and. yet accommodated in a relatlvely narrow space Without any projection above the landing axle; it is preferably in- 'closed in a casing Q of fuselage form.

In the modification illustrated in Fig. 3

the girder D connected to the frame Chas a narrow width, or more strictly speaking, its vertical longitudinal faces are situated close to the vertical longitudinal symmetry plane of the landing carriage. The. plates E are arranged in groups on both sides of the girder. The girder comprises a bottom soleplate D attached to outer gusset plates D projecting from which are the ribs F in line with the plates E. I

As in the modification shown in Figs. 4,

5 and 6, the attachment ribs F may formed directly on the bottom of a casing Q of fuselage shape, which constitutes of itself in .such a case the girder fixed to the frame C.

It is to be understood that it is not absolutely indispensable to divide the hands into such a large number of elements as in the ing hook E, and

-ce1ve the upward thrust ofthe same, rality example shown in Figs. 1 to 3. Fig. 4 illustrates a modification in which each band element consists of a cable wound in V- shape, the middle of the cable being guided around an upper or lower thimble, while its ends are bound after passing around two lower or upper thimbles.

Fig. 7 1s a diagrammatic elevation of another modification in which a determined number of band'elements I are fixed to one apfither transversely instead of longitudin Shortly described, the number of band elements and their distribution between the supports fixed to the landing axle and the points of attachment fixed to the girder carried by the frame, may be varied at will.

Figs. 8 and 9 illustrate in diagram (respectively in longitudinl and end elevation) a modification in which each of the supports E carried by the axle A is formed on its upper edge with a suitable number of notches R in each of which there engages the loop of a band Iwhose ends are attached for instance to hooks f ment ri'bs F.

In the modifications illustrated in Figs. 10 and 11, respectively in cross section and in side elevation, a landing axle A of suitable section serves as an attachment for a series of supports E arranged in a number of transverse planes, and each consistin of a hook to which there is hooked a b ock I serving as an attachment for one ofthe ends of a bundle of bands I attached at their gower ends to a block I hooked in its turn 0 an attachment rib F of the girder D. An initial tension can be given toeach bundle of bands by means of a nut S screwing on a screw-threaded end of the supportbearing upon the axle A. What I iclaim is:

1. A shock-absorbing apparatus. for the landing carriage of an aeroplane comprising a girder fixed to the frame of the carr age, a wheeled'axle extending through the girder, a support mounted on the axle to rea plusupport with the lower part of the girder to absorb the landing shock imparted to the wheeled axle, and a casing of fusela e form lijnclosing the girder and associate memers.

2. A shock-absorbing apparatus for the landing carriage of an aeroplane comprising a girder fixed to the frame of the carriage,

' on the of two lower attacha series of of elastic elements connecting. the

. through said plates,

a wheeled axle extending through the girder, a support mounted on the axle to receive the upward thrust of the same, a plurality of elastic elements connecting the support with the lower part of the girder to absorb the landing shock imparted to the wheeled axle, and means operative to force apart the girder and support to tension initially the elastic elements.

3. A shock-absorbing apparatus for the landing carriage of an aeroplane comprising a girder fixed to the frame of the carriage, a wheeled axle extending through the girder, a series of parallel plates journaled axle to recelve the upward thrust of the same, and a group of elastic elements connecting each of the plates with the lower part of the girder, the several oups of elastic members operating to a orb the landing shock imparted to the wheeled axle.

4. A shock-absorbing apparatus for the.

landing carriage of an aeroplane comprising a girder fixed to the frame of the carriage, a wheeled axle extending through the girder, a series of parallel plates journaled on the axle to receive the upward thrust of the same, a group of elastic elements connecting each of the plates with the lower part of the girder, the several roups of elastic members operating to a sorb the landing shock imparted to the wheeled axle, and means operative to force apart the girder and series of plates to tension initially the elastic elements.

5. A shock-absorbing apparatus for the landing carriage of an aeroplane comprising a girder fixed to the frame of the carriage, a series of parallel ribs extendin longitudinally of the'lower part of the girder, a series of parallel plates corresponding to said ribs journaled on the axle to receive the u ward thrust of the same, and a group of .e astic elements connecting each of said ing a girder fixed to the frame of the carrlage, a series of parallel ribs extendin longitudinally of the lower part of the girder, parallel plates corresponding to said ribs journaled on the axle to receive the upward thrust of the same, a lower set of parallel rods extending through said'ribs, an upper set of parallel rods extending and a plurality of elastic elements having their ends looped around the oppositesets of rods to connect elastically the plates and ribs, said elastic members operating to absorb the landing shock imparted to the wheeled axle.

7. A shock-absorbing apparatus for the landing carriage of anaeroplane compriseach set provided with common means of attachment to the girder and to the axle, the several sets of elastic elements operating to absorb the landing shock imparted to the wheeled axle.

8. A shock-absorbing apparatus for the landing carriage of an aeroplane compris mg a girder fixed to the frame of the same, a wheeled axle, elastic elements connecting the axle. and girder, said elements being arranged in sets with the members of each set provided with common means of attachment'to the girder and to the axle, the several sets of elastic elements operating to absorb the landing shock imparted to the wheeled axle, and means operative to force apart the girder and wheeled axle to tension initially the elastic elements.

In testimony whereof I have signed this specification.

JEAN JULES MARIE ANTOINE EUGENE SCHNEIDER.

Witnesses:

ANDRE MOSTICKER,J GHAS. P. PRESSLY. 

